Chris,

Thanks for posting the link to the most excellent report.  But I have a couple of questions:  You said you used a "pitot" probe in the inlet and reported the velocity at about 100% of aircraft velocity.  But aren't you really measuring total pressure, which is the sum of the velocity and static pressures?  So some of the pressure recovery could have been ahead of the inlet, which I think is a good place to have it.  That reduces the amount of recovery that has to be done in the diffuser.  I've seen two(at least) recommendations as to the shape of the diffuser section.  Conventional wisdom seems to specify a constant angle to prevent separation at the downstream portion.  Another recommendation was to use a bell-mouth exit as you have done.  I couldn't follow the rationale for the bell-shaped exit so I used a nearly-constant angle with a sharp exit.  Comment?  Finally, I see that the pressure below the engine is very low and I would expect to see some losses as the low-velocity air exits the cowl.  Wouldn't it be better to construct a small-area converging nozzle to provide for the exit?  The lower cowl pressure would go up, but that would provide the energy to accelerate the air to something closer to the free-stream velocity.  True?

Thanks again for the excellent information.

Gary